JP2017114195A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid occurrence of interference of travel control even in the case of executing collision avoidance control.SOLUTION: A vehicle control device 100 includes: an obstacle recognition part 11 for recognizing an obstacle; a collision avoidance determination part 14 for determining whether a pre-set collision avoidance condition is established on the basis of the recognition result of the obstacle; and a travel control part 15 for executing collision avoidance control that is travel control for avoiding collision between a vehicle and the obstacle, or other travel control other than the collision avoidance control. In a case where the collision avoidance condition is established during the execution of travel control other than the collision avoidance control, the travel control part 15 stops other travel control and executes the collision avoidance control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device.

  Conventionally, Patent Document 1 is known as a technical document related to an apparatus for controlling the running of a vehicle. This Patent Document 1 discloses a vehicle capable of executing vehicle speed control for controlling the speed of a vehicle so as to follow the preceding vehicle and collision avoidance control for avoiding a collision with the preceding vehicle as the vehicle traveling control. A control device is described.

Japanese Patent No. 4558754

  By the way, as vehicle travel control, in addition to the vehicle speed control and collision avoidance control described above, lane maintenance control for traveling the vehicle along the travel lane on which the vehicle travels, and acceleration / deceleration of the vehicle based on the curve radius ahead. Various traveling controls such as speed management control are known. However, when a plurality of travel control functions are mounted on the same vehicle, other travel control is executed in addition to the collision avoidance control when the collision avoidance condition that is the start condition of the collision avoidance control is satisfied. There is a risk of interference with control.

  Therefore, an object of the present invention is to provide a vehicle control device that can avoid interference of travel control when performing collision avoidance control.

  The present invention is a vehicle control device that controls driving of a vehicle, and is configured in advance based on an obstacle recognition unit that recognizes obstacles around the vehicle, and an obstacle recognition result obtained by the obstacle recognition unit. A collision avoidance determination unit that determines whether or not a collision avoidance condition is satisfied, and a first control that is a traveling control that avoids a collision between the vehicle and an obstacle, or a second control that is a traveling control different from the first control. The second control is based on the first vehicle speed control for causing the vehicle to run at a preset speed or following the preceding vehicle, and the curve radius in front of the vehicle. At least one of second vehicle speed control for controlling the speed of the vehicle, lane maintenance control for driving the vehicle along the travel lane on which the vehicle travels, and lane change control for changing the vehicle from the travel lane to the adjacent lane Including running control During the execution of the second control, when a collision avoidance condition is determined to be satisfied by the collision avoidance unit executes a first control to stop the second control.

  Even if the second control different from the first control for avoiding the collision with the obstacle is being executed, the vehicle control device stops the second control when the collision avoidance condition is satisfied. 1 control is executed. Thereby, when performing 1st control (collision avoidance control) for avoiding the collision with an obstacle, it can avoid that interference of travel control arises.

  According to one aspect of the present invention, it is possible to avoid the occurrence of interference in travel control even when performing collision avoidance control.

It is a figure showing a schematic structure of a vehicle control device concerning an embodiment. It is a state transition diagram of the various traveling control which a vehicle control apparatus performs. It is a flowchart which shows the flow of the process which starts cruise control. It is a flowchart which shows the flow of the process which starts speed management control. It is a flowchart which shows the flow of the process which starts lane maintenance control and lane change control. It is a flowchart which shows the flow of the process which starts collision avoidance control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  A vehicle control device 100 shown in FIG. 1 is mounted on a vehicle M such as a passenger car. The vehicle control device 100 can execute various traveling controls of the vehicle M. As shown in FIG. 1, the vehicle control apparatus 100 includes an external sensor 1, an internal sensor 2, a GPS [Global Positioning System] receiving unit 3, a map database 4, a direction indicator sensor 5, an ECU [Electronic Control Unit] 6, an actuator. 7 and HMI8.

  The external sensor 1 is a detection device that detects the situation around the vehicle M. The external sensor 1 includes a monocular camera and a radar [Radar].

  The monocular camera is an imaging device that captures an external situation of the vehicle M. The monocular camera is provided on the back side of the windshield of the vehicle M. The monocular camera images the road ahead of the vehicle M. The monocular camera transmits the captured image information to the ECU 6.

  The radar detects an obstacle outside the vehicle M using radio waves (for example, millimeter waves). The radar detects an obstacle by transmitting a radio wave around the vehicle M and receiving the radio wave reflected by the obstacle. Radars include a forward radar, a right front side radar, a left front side radar, a right rear side radar, and a left rear side radar. The front radar transmits radio waves in front of the vehicle M. The right front side radar transmits radio waves to the right front side of the vehicle M. The left front side radar transmits radio waves to the left front side of the vehicle M. The right rear side radar transmits radio waves to the right rear side of the vehicle M. The left rear side radar transmits radio waves to the left rear side of the vehicle M. The radar transmits the detected obstacle information to the ECU 6.

  The internal sensor 2 is a detection device that detects the traveling state of the vehicle M. The internal sensor 2 includes a vehicle speed sensor.

  The vehicle speed sensor is a detector that detects the speed of the vehicle M. As the vehicle speed sensor, a wheel speed sensor that is provided for a wheel of the vehicle M or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor transmits the detected vehicle speed information to the ECU 6.

  The GPS receiving unit 3 measures the position of the vehicle M (for example, the latitude and longitude of the vehicle M) by receiving signals from three or more GPS satellites. The GPS receiver 3 transmits the measured position information of the vehicle M to the ECU 6.

  The map database 4 is a database provided with map information. The map database is formed in a storage unit mounted on the vehicle. The map information includes road position information, road shape information (for example, curves, straight line types, curve radii, etc.), intersection and branch point position information, and building position information. The map database may be stored in a computer of a facility such as an information processing center that can communicate with the vehicle M.

  The direction indicator sensor 5 is provided with respect to the winker lever of the vehicle M, for example, and detects the operation of the winker lever by the driver. The direction indicator sensor 5 detects whether the operation of the winker lever by the driver is the operation of the right turn signal or the left turn signal. The direction indicator sensor 5 transmits the detected direction indicator operation information to the ECU 6.

  The actuator 7 is a device that executes traveling control of the vehicle M. The actuator 7 includes at least an engine actuator, a brake actuator, and a steering actuator. The engine actuator controls the driving force of the vehicle M by changing the amount of air supplied to the engine (for example, changing the throttle opening) in accordance with a control signal from the ECU 6. The engine actuator controls the driving force of a motor as a power source when the vehicle M is a hybrid vehicle or an electric vehicle.

  The brake actuator controls the brake system according to a control signal from the ECU 6 and controls the braking force applied to the wheels of the vehicle M. As the brake system, for example, a hydraulic brake system can be used. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 6. As a result, the steering actuator controls the steering torque of the vehicle.

  The HMI 8 is an interface for outputting and inputting information between the driver and the vehicle control device 100. The HMI 8 includes, for example, a display for displaying image information to the driver, a speaker for outputting sound, an operation button or a touch panel for the driver to perform an input operation, and the like. The HMI 8 is provided with a button for the driver to instruct the start or end of various travel controls.

  Next, the ECU 6 will be described. The ECU 6 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The ECU 6 executes various controls by loading a program stored in the ROM into the RAM and executing it by the CPU. The ECU 6 may be composed of a plurality of electronic control units.

  Functionally, the ECU 6 includes an obstacle recognition unit 11, a vehicle lateral position recognition unit 12, a lane maintenance change determination unit 13, a collision avoidance determination unit 14, and a travel control unit 15.

  The obstacle recognition unit 11 recognizes obstacles around the vehicle M based on the obstacle information detected by the radar of the external sensor 1. Obstacles include structures other than the vehicle M, such as vehicles, bicycles, pedestrians, and guardrails. The obstacle recognizing unit 11 recognizes the position of the obstacle around the vehicle M, the relative movement direction of the obstacle with respect to the vehicle M, the relative movement speed of the obstacle with respect to the vehicle M, and the like by a known method. Note that the obstacle recognition unit 11 may recognize obstacles around the vehicle M based on the imaging information captured by the monocular camera of the external sensor 1.

  The vehicle lateral position recognition unit 12 recognizes the lateral position of the vehicle M in the traveling lane based on the imaging information of the monocular camera of the external sensor 1. The vehicle lateral position recognizing unit 12 may recognize the lateral position of the vehicle M by a known image processing method based on the captured image (white line image) in front of the vehicle M captured by the monocular camera. For example, the mounting position of the monocular camera of the external sensor 1 is determined in the vehicle M, and the range that the monocular camera captures from the mounting position is also determined. Further, the positional relationship (positional relationship in plan view) between the mounting position of the monocular camera and the center position of the vehicle M is determined. Therefore, the vehicle lateral position recognition unit 12 can obtain the center position of the vehicle M in the lane width direction as the lateral position of the vehicle M from the positions of the two white lines on the left and right on the captured image of the monocular camera.

  The lane keeping change determination unit 13 determines whether or not the operation condition of the lane keeping control for executing the lane keeping control is satisfied. The operating condition of the lane keeping control is a condition set in advance to determine whether or not the lane keeping control can be executed. The operating condition of the lane keeping control is, for example, that the white line of the traveling lane of the vehicle M is detected by the monocular camera of the external sensor 1 and the speed of the vehicle M is detected by the vehicle speed sensor of the internal sensor 2 This is true if

  Further, the lane keeping change determining unit 13 determines whether or not the operation condition of the lane changing control for executing the lane changing control is satisfied. The operation condition of the lane change control is a condition set in advance to determine whether or not the lane change control can be executed. The operation condition of the lane change control is satisfied when, for example, an adjacent lane adjacent to the traveling lane is detected by the monocular camera of the external sensor 1 and no other vehicle exists around the vehicle M. The lane keeping change determination unit 13 determines that the operating condition of the lane change control is not satisfied when the lane boundary line between the traveling lane detected by the monocular camera of the external sensor 1 and the adjacent lane to which the lane is changed is a yellow line. May be.

  The collision avoidance determination unit 14 determines whether or not a collision avoidance condition for executing the collision avoidance control is satisfied based on the obstacle recognition result by the obstacle recognition unit 11. The collision avoidance condition is a condition set in advance to determine whether or not the execution of the collision avoidance control is necessary. The collision avoidance determination unit 14 determines that the collision avoidance condition is satisfied, for example, when a collision margin time (TTC: Time To Collision) between the obstacle approaching the vehicle M and the vehicle M becomes a predetermined time or less. .

  The travel control unit 15 executes various travel controls of the vehicle M by transmitting a control signal to the actuator 7. In the present embodiment, the vehicle control device 100 executes collision avoidance control (first control) and travel control other than collision avoidance control (second control) as travel control. The travel control unit 15 executes cruise control (first vehicle speed control), speed management control (second vehicle speed control), lane keeping control, and lane change control as travel control other than collision avoidance control.

  The cruise control is travel control in which the vehicle M travels at a preset speed or the vehicle M travels following the preceding vehicle. The travel control unit 15 starts executing cruise control when the driver gives an instruction to execute cruise control. An instruction to execute the cruise control by the driver can be given through a switch provided in the HMI 8, for example. The travel control unit 15 performs cruise control by a known method based on the speed of the vehicle M by the vehicle speed sensor of the internal sensor 2, the recognition result of the preceding vehicle by the obstacle recognition unit 11, and the like. Moreover, the traveling control unit 15 does not execute cruise control when the front radar of the external sensor 1 used for detecting the preceding vehicle is not operating normally.

  The speed management control is travel control for decelerating the vehicle M based on the curve radius ahead of the vehicle M, and travel control for performing acceleration / deceleration according to the situation of other vehicles around the vehicle M. In a state where the cruise control is being executed, the traveling control unit 15 causes the vehicle M to pass through the curve at a speed set according to the curve radius of the curve ahead when the vehicle M has a curve ahead. Decelerate. That is, the traveling control unit 15 executes the speed management control with priority over the cruise control. The traveling control unit 15 can acquire the presence / absence of a curve ahead of the vehicle M and the curve radius based on the position of the vehicle M measured by the GPS receiving unit 3 and the map information stored in the map database 4. it can.

  In addition, when the lane change control is being executed, the travel control unit 15 uses a well-known method based on the recognition result of the obstacle recognition unit 11 to detect the situation of other vehicles around the vehicle M (the position of the other vehicle). The vehicle M is accelerated or decelerated in accordance with the relative speed with other vehicles.

  The lane keeping control is traveling control that causes the vehicle M to travel along the traveling lane. The travel control unit 15 executes the lane keeping control when the driver instructs the lane keeping control in a state where the lane keeping change judging unit 13 determines that the lane keeping control operating condition is satisfied. To start. An instruction to execute the lane keeping control by the driver can be given through a switch provided in the HMI 8, for example. The travel control unit 15 executes lane keeping control by a known method so that the vehicle M travels in the center of the travel lane based on the recognition result of the lateral position of the vehicle M by the vehicle lateral position recognition unit 12.

  The lane change control is travel control that changes the vehicle M from the travel lane in which the vehicle M travels to the adjacent lane. The travel control unit 15 is in a state where the lane change control determination unit 13 determines that the lane change control operation condition is satisfied, and the driver instructs the execution of the lane change control by operating the turn signal lever. Then, the execution of the lane change control is started. The traveling control unit 15 can determine whether or not the winker lever is operated based on the detection result of the direction indicator sensor 5. The travel control unit 15 executes lane change control by a known method based on the recognition result of the lateral position of the vehicle M by the vehicle lateral position recognition unit 12 and the lane detected by the monocular camera of the external sensor 1. .

  The collision avoidance control is travel control for causing the vehicle M to travel so as to avoid a collision between the vehicle M and an obstacle. The traveling control unit 15 executes the collision avoidance control when the collision avoidance determining unit 14 determines that the collision avoidance condition is satisfied. The traveling control unit 15 performs the collision avoidance control by a known method by controlling the brake actuator of the actuator 7 based on the obstacle recognition result by the obstacle recognition unit 11. In addition, the traveling control unit 15 does not execute the collision avoidance control when the actuator 7 used when executing the collision avoidance control is not operating normally.

  Here, FIG. 2 is a transition diagram of the control state of the vehicle M by the vehicle control device 100. As shown in FIG. 2, the control state of the vehicle M includes cruise control, speed management control, lane keeping control, lane change control, and collision avoidance control as described above.

  The travel control unit 15 executes lane keeping control or lane change control in a state where either cruise control or speed management control is being executed. The travel control unit 15 determines the lane when the operation condition of the lane change control is established in a state where the lane keeping control is being executed, and when the driver instructs the execution of the lane change control by operating the turn signal lever. Start execution of change control.

  When the collision avoidance determination unit 14 determines that the collision avoidance condition is satisfied during execution of the travel control other than the collision avoidance control, the travel control unit 15 stops the travel control and executes the collision avoidance control. .

  Next, a flow of processing in which the traveling control unit 15 starts each traveling control will be described. First, the flow of processing for starting cruise control will be described with reference to FIG. Note that the process shown in FIG. 3 is repeatedly performed at predetermined time intervals. As shown in FIG. 3, the traveling control unit 15 determines whether or not an instruction to execute cruise control has been given by the driver (S101). When the execution instruction of the cruise control is instructed (S101: YES), the traveling control unit 15 determines whether or not the front radar of the external sensor 1 is operating normally (S102). When the forward radar is operating normally (S102: YES), the traveling control unit 15 determines to start execution of cruise control (S103). Based on the determination of the start, the traveling control unit 15 starts executing the cruise control.

  When the process shown in FIG. 3 is repeatedly performed, if it is determined in S103 that the cruise control is to be started during the cruise control, the traveling control unit 15 maintains the cruise control execution state.

  When the driver is not instructed to execute cruise control (S101: NO), or when the front radar is not operating normally (S102: NO), the traveling control unit 15 starts executing cruise control. Do not judge.

  The traveling control unit 15 determines that the cruise control is to be ended when the driver gives an instruction to end the cruise control or the front radar is not operating normally during the cruise control. . Based on this end determination, the traveling control unit 15 ends the cruise control.

  Next, the flow of processing for starting speed management control will be described with reference to FIG. Note that the process shown in FIG. 4 is repeatedly performed at predetermined time intervals. As shown in FIG. 4, the traveling control unit 15 determines whether or not the cruise control is being executed (S201). When the cruise control is being executed (S201: YES), the traveling control unit 15 determines whether or not the speed management control operating condition is satisfied (S202). Here, the traveling control unit 15 determines that the operating condition of the speed management control is satisfied when a curve exists in front of the vehicle M and the speed of the vehicle M needs to be reduced. In addition, the traveling control unit 15 is in a state where the lane change control is being executed, and when the vehicle M needs to be accelerated or decelerated according to the situation of other vehicles around the vehicle M, the operating condition of the speed management control is It is determined that it has been established. When the operating condition of speed management control is satisfied (S202: YES), the traveling control unit 15 determines to start executing the speed management control (S203). Based on the determination of the start, the traveling control unit 15 starts executing the speed management control.

  In addition, when repeatedly performing the process shown in FIG. 4, when it determines with starting execution of speed management control in S203 during execution of speed management control, the traveling control part 15 maintains the execution state of speed management control. .

  When the cruise control is not being executed (S201: NO) or when the speed management control operation condition is not satisfied (S202: NO), the traveling control unit 15 does not determine that the execution of the speed management control is started.

  The traveling control unit 15 performs the speed management control during the execution of the speed management control, for example, when the driver gives an instruction to end the cruise control, or when the speed management control operating condition is not satisfied. Determine to end. Based on this end determination, the traveling control unit 15 ends the execution of the speed management control.

  Next, the flow of processing for starting lane keeping control and lane change control will be described with reference to FIG. Note that the process shown in FIG. 5 is repeatedly performed at predetermined time intervals. As shown in FIG. 5, the traveling control unit 15 determines whether or not the operation condition of the lane keeping control is satisfied (S301). When the operation condition of the lane keeping control is satisfied (S301: YES), the traveling control unit 15 determines whether or not the lane keeping control is being executed (S302). When the lane keeping control is not being executed (S302: NO), the traveling control unit 15 determines whether or not the driver has instructed the lane keeping control to be executed (S303). When the driver has instructed execution of the lane keeping control (S303: YES), the traveling control unit 15 determines to start executing the lane keeping control (S304). Based on the determination of the start, the traveling control unit 15 starts executing the lane keeping control.

  When the operation condition of the lane keeping control is not satisfied (S301: NO), or when the driver has not instructed the execution of the lane keeping control (S303: NO), the travel control unit 15 performs the lane keeping control. Does not determine to start execution.

  In the process of S302, when it is determined that the lane keeping control is being executed (S302: YES), the traveling control unit 15 determines whether or not the operation condition of the lane change control is satisfied (305). When the operation condition of the lane change control is established (S305: YES), the traveling control unit 15 determines whether or not the lane change control is being executed (S306). When the lane change control is not being executed (S306: NO), the traveling control unit 15 determines whether or not the driver has instructed the execution of the lane change control (S307). When the driver has instructed execution of the lane change control (S307: YES), the traveling control unit 15 determines to start executing the lane change control (S308). Based on the determination of the start, the traveling control unit 15 starts executing the lane change control instead of the lane keeping control.

  When it is determined that the change operating condition is not satisfied in the process of S305 (S305: NO), when it is determined that the lane change control is being executed in the process of S306 (S306: YES), or S307 If the driver has not instructed the execution of the lane change control in the process (S307: NO), the traveling control unit 15 does not determine that the execution of the lane change control is started.

  For example, when the lane keeping control or the lane change control is being executed, the travel control unit 15 stops operating the lane keeping control, or when the driver gives an instruction to end the lane keeping control. It is determined that the lane keeping control and the lane change control are finished. Based on this end determination, the traveling control unit 15 ends the lane keeping control and the lane change control. In addition, the travel control unit 15 performs the lane change control, for example, when the operation condition of the lane change control is not satisfied, when the driver supports the end of the lane change control, or when the lane change is completed. When it does, it determines with ending lane change control. Based on this end determination, the traveling control unit 15 ends the execution of the lane change control.

  Next, the flow of processing for starting the collision avoidance control will be described with reference to FIG. Note that the processing shown in FIG. 6 is repeatedly performed at predetermined time intervals. As illustrated in FIG. 6, the traveling control unit 15 determines whether or not the actuator 7 used at the time of executing the collision avoidance control is operating normally (S401). When the actuator 7 is operating normally (S401: YES), the traveling control unit 15 determines whether or not the collision avoidance condition is satisfied based on the determination result of the collision avoidance determination unit 14 (S402). . When the collision avoidance condition is satisfied (S402: YES), the travel control unit 15 determines whether travel control other than the collision avoidance control is being executed (S403). When other travel control is being executed (S403: YES), the travel control unit 15 stops the execution of travel control other than the collision avoidance control (S404). After the other travel control stop process (S404) or when the other travel control is not being executed (S403: NO), the travel control unit 15 determines to start executing the collision avoidance control (S405). Based on the determination of the start, the traveling control unit 15 starts executing the collision avoidance control.

  When the process shown in FIG. 6 is repeated, if it is determined in S405 that the collision avoidance control is to be started during the execution of the collision avoidance control, the traveling control unit 15 maintains the execution state of the collision avoidance control. .

  When the actuator 7 used during the execution of the collision avoidance control is not operating normally (S401: NO), or when the collision avoidance condition is not satisfied (S402: NO), the travel control unit 15 performs the collision avoidance control. Does not determine to start execution.

  In addition, the traveling control unit 15 performs the collision when the collision avoidance condition is not satisfied or when the actuator 7 used at the time of executing the collision avoidance control does not operate normally during the collision avoidance control. It is determined that the avoidance control is finished. Based on this end determination, the traveling control unit 15 ends the execution of the collision avoidance control.

  The present embodiment is configured as described above, and when the collision avoidance determination unit 14 determines that the collision avoidance condition is satisfied even when the travel control other than the collision avoidance control is being executed, the travel control unit 15 stops the traveling control other than the collision avoidance control and executes the collision avoidance control. Thereby, when performing the collision avoidance control for avoiding the collision with the obstacle, it is possible to avoid the interference of the traveling control. Therefore, when it is necessary to avoid a collision with an obstacle, the collision avoidance control can be reliably executed.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment. For example, the travel control unit 15 executes four travel controls including cruise control, speed management control, lane keeping control, and lane change control as travel control other than the collision avoidance control. It is not necessary to execute all of the above. In this case, the traveling control unit 15 may be capable of executing at least one of the four traveling controls and the collision avoidance control.

  The external sensor 1 may include a rider [LIDAR: Laser Imaging Detection and Ranging] instead of the radar. The rider detects an obstacle outside the vehicle M using light. The rider transmits the detected obstacle information to the ECU 6. The external sensor 1 may include a stereo camera. The stereo camera has two imaging units arranged so as to reproduce binocular parallax. The imaging information of the stereo camera includes information in the depth direction. The obstacle recognition unit 11 may detect obstacles around the vehicle M by performing well-known image processing based on the imaging information of the stereo camera.

  DESCRIPTION OF SYMBOLS 11 ... Obstacle recognition part, 14 ... Collision avoidance determination part, 15 ... Traveling control part, 100 ... Vehicle control apparatus, M ... Vehicle.

Claims (1)

A vehicle control device for controlling the traveling of a vehicle,
An obstacle recognition unit for recognizing obstacles around the vehicle;
A collision avoidance determination unit that determines whether or not a preset collision avoidance condition is satisfied based on a recognition result of the obstacle by the obstacle recognition unit;
A travel control unit that executes a first control that is a travel control that avoids a collision between the vehicle and the obstacle, or a second control that is a travel control different from the first control;
With
The second control controls the speed of the vehicle based on a first vehicle speed control that causes the vehicle to travel at a preset speed, or causes the vehicle to travel following a preceding vehicle, and a curve radius ahead of the vehicle. And at least one of second lane speed control, lane maintenance control for driving the vehicle along a travel lane on which the vehicle travels, and lane change control for changing the lane of the vehicle from the travel lane to an adjacent lane,
When the collision avoidance determining unit determines that the collision avoidance condition is satisfied during execution of the second control, the travel control unit stops the second control and executes the first control. Vehicle control device.

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